Braking device for a binding for a gliding board

ABSTRACT

A braking device for a gliding board, such as a ski, that includes a plate adapted to be fixed on an upper surface of the gliding board; two braking arms movable between a gliding position and a braking position; and two flanges, each guiding a braking arm. Each flange is rotationally movable in relation to the plate about separate axes of rotation.

CROSS-REFERENCE TO RELATED APPLICATION

This application is based upon French patent application No. 11/02757, filed Sep. 12, 2011, the disclosure of which is hereby incorporated by reference thereto in its entirety, and the priority of which is claimed under 35 U.S.C. §119.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a braking device for a binding for a gliding board, such as a ski or a monoski.

2. Background Information

Conventionally, a ski binding includes a front portion, engaged by the front of a ski boot, and a rear portion, engaged by the heel. Vertical pressure engages the heel of the boot into the rear portion of the binding, which then retains the boot.

The rear portion of the ski binding generally incorporates a braking device comprising two lateral braking arms. A return mechanism tends to maintain the arms in an active braking position, in which the arms are inclined in relation to the sliding surface of the ski, or ski sole, and extending downward from the ski to engage the ground or snow. When the rear portion of the binding engages the heel of the ski boot, the arms rise above the ski sole, in a gliding position.

In this gliding position, the braking arms should not be spaced too far apart from the longitudinal edges of the ski, in order not to interfere with the gliding of the ski. Indeed, the ski tilts in curves and the braking arm located inside the curvature can come into contact with the snow, thereby slowing the ski. Therefore, the braking devices often incorporate a mechanism which, in the gliding position, brings the ends of the arms closer to one another, above the ski and in the direction of the longitudinal median plane of the ski.

The width of skis varies from one model to another, particularly in the central portion of the ski, on which the binding incorporating the braking device is mounted. Similarly, for the same ski model, the ski width can vary depending upon its length. Therefore, ski manufacturers must provide braking devices of various widths, adapted to each ski model and length, which is expensive and makes it difficult to manage stocks, for ski manufacturers, retailers and renters alike.

The patent document EP 1 731 202 A1, and family member U.S. Pat. No. 7,819,418 B2, disclose a braking device of adjustable width solving the aforementioned problem, in which the unitary, single-piece braking arms are each connected to a notched adjusting element that cooperates with a base of the braking device. Due to the notched adjusting elements, the distance between the arms is adjustable, thereby making it possible to mount the braking device on skis of various widths. This document describes a first embodiment in which the notched adjusting elements move in lateral translation.

In a particular alternative embodiment described in column 5, lines 47 to 52, of EP '202, and in column 4, lines 51-57, of U.S. Pat. No. '418, a solution is described in which the adjusting elements rotate in relation to the base about a vertical axis perpendicular to the ski. This embodiment is not described in detail, and no particular problem related to this embodiment is discussed.

The relative angle between the two adjusting elements has a direct influence on the relative angle between the two braking arms, because the arms are connected to the adjusting elements. By rotating about the same central vertical axis, the two adjusting elements define a relatively large opening angle, regardless of the width of the ski. This translates into an equally large opening angle of the two braking arms. However, the larger the opening angle of the two braking arms, the greater the spacing of the ends of the arms, in the braking position. Thus, when the braking arms are spaced apart to adapt to a wide ski, the opening angle of the braking is relatively large.

This alternative embodiment has several drawbacks due to the rotation of the adjusting elements about the same vertical axis. Indeed, the opening angle of the braking arms hinders the storage, sole-against-sole, of the skis, because the braking arms, when defining a large opening angle, do not properly maintain the skis against one another, in relation to arms oriented parallel to the ski. The ski equipped with this braking device is relatively bulky transversely, that is to say, perpendicular to the length of the ski. Furthermore, the lateral protrusion of the ends of the arms can cause injuries.

Furthermore, for a proper operation of this braking device, the kinematics about a single central axis involves a taxing space requirement of the braking device: the device is thick, as the two adjusting elements are caused to overlap one another in a direction perpendicular to the ski. This overlap causes friction which results in wear on the adjusting elements. The device must also be long and wide due to the kinematics requiring a large range of movement to enable the arms to extend around the longitudinal edges of the ski. Moreover, the braking characteristics can vary significantly between two extreme width adjustment configurations of the device.

The present invention more particularly overcomes the aforementioned drawbacks.

SUMMARY

The invention provides a braking device for gliding board of adjustable width, which is compact and easy to handle.

The invention further provides a braking device having a small opening angle for the braking arms in the braking position. This makes it possible to have relatively consistent braking characteristics, irrespective of the adjustment of the spacing of the braking arms.

To this end, the invention provides a braking device for gliding board, comprising:

-   -   a plate adapted to be fixed on an upper surface of the gliding         board,     -   two braking arms movable between a gliding position and a         braking position, and     -   two flanges each guiding a braking arm.

According to the invention, the flanges are rotationally movable in relation to the plate, about axes of rotation that are separate from one another.

According to the invention, the spacing of the braking arms is achieved by adjusting the angular spacing of each flange about a distinct axis of rotation, that is to say that the axes of rotation are not aligned. Each flange thus has its own axis of rotation, which substantially reduces the space requirement of the device. The overlap of the flanges is thus avoided, thereby reducing the thickness of the device. The opening angle between the distal portions of the arms is reduced. The braking device of the invention is thus adaptable to gliding boards of various widths, while optimizing the braking characteristics, regardless of the spacing position of the arms.

According to advantageous but not essential aspects of the invention, such a braking device can incorporate one or more of the following characteristics, taken in any technically permissible combination:

-   -   the axes of rotation of the flanges are substantially         perpendicular to the upper surface of the gliding board, in the         assembled configuration of the braking device on the gliding         board;     -   the device includes a removable assembly element, for the         rotational locking of the flanges in relation to the plate, in         at least one assembly position;     -   the braking arms are guided by the flanges so that the distance         between the proximal ends of the braking portions of the arms in         the braking position, measured perpendicular to a longitudinal         median plane of the braking device, varies as a function of the         angular position of the flanges around their respective axes of         rotation;     -   the flanges are coplanar blades;     -   the assembly element includes at least two first indexing         mechanisms capable of cooperating respectively with at least one         first complementary indexing mechanism arranged on each flange         when the braking device is in the assembled configuration;     -   the assembly element includes at least one second indexing         mechanism capable of cooperating with at least one second         complementary indexing mechanism arranged on the plate when the         braking device is in the assembled configuration;     -   one flange comprises a tooth and the other flange comprises a         notch, the tooth cooperating with the notch when the braking         device is assembled so that rotation in one direction of a         flange about its axis of rotation causes rotation in the         opposite direction of the other flange about its axis of         rotation;     -   the assembly element comprises at least two lateral stop         surfaces arranged on both sides of its center line, and each         flange comprises at least one abutment surface arranged to be         opposite a lateral stop surface in at least one assembly         position of the assembly element;     -   in an assembly position of the assembly element, a lateral stop         surface and an abutment surface of the corresponding flange         generally are substantially in contact.

According to the invention, the spacing of the braking arms is achieved by adjusting the angular spacing of the blades using the assembly element. Adjusting the spacing of the arms is easy and intuitive.

BRIEF DESCRIPTION OF DRAWINGS

The invention will be better understood, and other advantages thereof will become more apparent from the following description of a braking device according to the invention, given only by way of example and with reference to the annexed drawings, in which:

FIG. 1 is an exploded perspective view of a braking device according to the invention;

FIGS. 2 and 3 are side views of the device of FIG. 1, in the braking position and the gliding position, respectively;

FIGS. 4 and 5 are top and bottom views of the device of FIG. 1, in a minimum spacing configuration of the braking arms of the device, and

FIGS. 6 and 7 are bottom views of the device of FIG. 1, in the intermediate and the maximum spacing configurations, respectively, of the braking arms.

DETAILED DESCRIPTION

FIGS. 1-7 illustrate a braking device 1 comprising a plate 2 fixed to a ski 10 shown partially, two flanges 3 a and 3 b rotationally movable in relation to the plate 2, two braking arms 4 a and 4 b mounted to freely translate transversely and rotate on the flanges 3 a and 3 b, a heel piece 8 for supporting the heel of a ski boot, not shown, and a conventional drive device 9 for actuating of the device 1.

In the assembled configuration, the device 1 is symmetrical with respect to a longitudinal median plane P of the ski 10.

The elements designated by a reference numeral followed by the character “a” are located in the background of FIG. 1, in relation to the plane P, that is to say, toward the flange 3 a and the braking arm 4 a. Conversely, the elements designated by a reference numeral followed by the character “b” are located on the other side of the plane P, that is to say, in the foreground of FIG. 1, in relation to the plane P, toward the flange 3 b and the braking arm 4 b.

The ski 10 is demarcated by an upper surface 11, on which the braking device 1 is to be fixed, and by a sole 12, including a gliding surface, opposite the upper surface 11 and in contact with the snow during use of the ski 10. The lateral surfaces 13 of the ski 10 extend upwardly and can be generally parallel to the plane P. When the ski 10 is parabolic, the surfaces 13 are slightly curved.

The plate 2 and heel piece 8 are stationary in relation to the ski 10. For example, screws, not shown, can be used to fix the heel piece 8 to the plate 2 and the plate 2 to the ski 10.

The description takes into account that the terms “upper”, “above,” and “top” refer to a direction Z-Z′ perpendicular to the upper surface 11 of the ski 10 and extending from the sole 12 to the upper surface 11, that is to say, a direction towards the upper portion of FIGS. 1 to 3, whereas the terms “lower”, “below,” and “bottom” refer to an opposite direction. When the sole 12 of the ski 10 is laid on a horizontal flat surface, the axis Z-Z′ is vertical and the upper elements are higher than the lower elements.

In this example, the two flanges 3 a and 3 b form flat, thin blades that are parallel to the upper surface 11 of the ski. The term “thin” is intended to refer to a thickness at least five times less than the width of the blade. The term “blades” designates the flanges 3 a and 3 b. The flanges are not necessarily flat blades. The advantage of using thin blades is mainly to reduce the space requirement and, more particularly, to significantly reduce the thickness of the device along the direction Z-Z′.

The term “longitudinal” is used to designate a direction substantially parallel to the length of the ski 10, and the term “transverse” is used to designate a direction substantially perpendicular to the longitudinal direction; in other words, along the direction of the width of the ski 10.

In the present description, the term “proximal” designates the elements of the arms 4 a and 4 b that are closer to the drive device 9. These elements therefore correspond to the “upper” elements of the arms 4 a and 4 b. Conversely, the “distal” elements are closer to an end 49 of the arms 4 a and 4 b adapted to engage the snow in the braking position. These elements therefore correspond to the “lower” elements of the arms 4 a and 4 b.

Two longitudinal lateral slots 21 a and 21 b are provided in the plate 2 and are separated by a central strip 22 parallel to and centered on the plane P. The strip 22 is slightly raised in relation to the remainder of the plate 2, and a projecting pin 23 extends downward from the central strip 22 towards the ski 10, along a vertical direction, i.e., along a direction perpendicular to the upper surface 11 of the ski when the plate is fixed to the ski.

The arms 4 a and 4 b are symmetrical to one another, in relation to the plane P. The arms each comprise a cylindrical metal rod 43, and an anchoring element 42, made of a plastic material are fitted to the distal end 49 of the rod 43.

The arms 4 a and 4 b are movable in relation to the blades 3 a and 3 b, between a braking position, shown in FIG. 2, and a gliding position, shown in FIG. 3.

The arms 4 a and 4 b each include a distal braking portion 41, which is anchored in the snow when the device 1 is in the braking position, an angled drive portion 45 cooperating with the drive device 9, and a rectilinear and transverse connecting portion 44 connecting the portions 41 and 45.

The connecting portion 44 of each arm 4 a and 4 b is guided by a blade 3 a or 3 b. Indeed, the connecting portion 44 is mounted in a housing 340 a or 340 b of the corresponding blade 3 a or 3 b, which extends along an axis A34 a or A34 b. In the assembled configuration of the device 1, the axes A34 a and A34 b extend along a transverse, or even substantially transverse, direction depending upon the adjustment of the spacing of the braking arms 4 a and 4 b.

The housings 340 a and 340 b are sized to permit rotation of the arms 4 a and 4 b about the axes A34 a and A34 b, and transverse translation of the arms 4 a and 4 b in relation to the blades 3 a and 3 b, that is to say, translation along the direction of the axes A34 a and A34 b.

The drive portion 45 of each arm 4 a and 4 b is located between the side surfaces 13 of the ski 10, and the braking portion 41 projects partially outside of the ski 10, beyond the surface 13. The proximal end of the drive portion 45 of each arm 4 a and 4 b forms the proximal end 48 of the braking arm 4 a or 4 b and extends along a substantially transverse axis A48. Similarly, the distal end of the braking portion 41 of each arm 4 a and 4 b form the distal end 49 of the braking arm 4 a or 4 b. The axes A34 a, A34 b and A48 are substantially parallel.

The drive device 9 includes a support plate 91, the drive portions 45 of the braking arms 4 a and 4 b and a torsion spring 93. The support plate 91 cooperates with the proximal ends 48 of the arms 4 a and 4 b. Conventionally, the torsion spring 93 maintains the arms 4 a and 4 b in the braking position by default, with the arms 4 a and 4 b inclined in relation to the ski 10 and overlapping below the sole 12 to brake the ski 10, for example in the case of a fall when the skis are released.

When the user presses the heel of the boot on the support plate 91, a force is thereby exerted against the return force of the spring 93, thereby raising the arms 4 a and 4 b above the sole 12 of the ski 10 in the gliding position, with the arms 4 a and 4 b generally parallel to the ski 10. In the gliding position, the arms 4 a and 4 b are not adapted to be in contact with the snow.

To be able to switch from the gliding position, shown in FIG. 3, to the braking position, shown in FIG. 2, the arms 4 a and 4 b are rotationally movable in relation to the blades 3 a and 3 b about the axes A34 a or A34 b, respectively.

The drive device 9 incorporates a mechanism which, in the gliding position, makes it possible to bring the distal ends 49 of the braking portions 41 of the arms 4 a and 4 b above the ski 10, in the direction of the plane P. To enable the distal braking portions 41 to be moved above the ski 10 and towards the plane P, in the gliding position, the arms 4 a and 4 b are movable in transverse translation in relation to the blades 3 a and 3 b, along the direction of axis A34 a or A34 b.

For example, this mechanism is comprised of ramps, not shown in the drawings, which are provided on the underside of the support plate 91. The ramps guide the drive portions 45 of the arms 4 a and 4 b, so that the arms 4 a and 4 b come transversely closer to one another when the braking device 1 switches from the braking position to the gliding position.

To limit the transverse translation of the arms 4 a and 4 b outward of the ski 10, the spring 93 is structured and arranged to push the arms 4 a and 4 b against a stop formed by the blades 3 a, 3 b. The spring 93 is centered around the proximal ends 48 of the arms 4 a and 4 b. The spring 93 is arranged so as to exert a lateral force on the arms 4 a and 4 b in order to space them apart. Consequently, each arm 4 a, 4 b tends to move laterally outward of the ski 10 until its angled drive portion 45 is in contact with a portion of the corresponding blade 3 a and 3 b. This stop is located in the area of the housing 340 a, 340 b. For the immobilization to be effective, the blades 3 a and 3 b should also be immobilized.

Alternatively, the spring 93 is replaced by any suitable elastic mechanism for spacing the arms 4 a and 4 b apart. As explained in more detail below, an assembly element 7 makes it possible to rotationally immobilize the blades 3 a and 3 b in relation to the support 2, in order to adjust the spacing between the braking portions 41 of the arms 4 a and 4 b, that is to say, the transverse spacing of the arms 4 a and 4 b necessary to pass on either side of the longitudinal edges 13 of the ski.

This spacing can be expressed through various transverse distances D between specific portions of each arm, which are measured perpendicular to the plane P. The specific portion can be the proximal end 48 of a braking arm, the distal end 49 of a braking arm, the proximal end 411 of a braking portion 41 of an arm, or the point of the braking portion 41 of an arm that is the closest to the plane P when the arm is in the braking position. It should be noted that it is more appropriate to measure this spacing, that is to say, the transverse distance, in the area of the braking portions 41.

To illustrate this spacing in this example, the transverse distance D is measured perpendicular to the plane P, in the area of the proximal end 411 of the braking portions 41 of the arms 4 a and 4 b, that is to say, in the vicinity of the elbow connecting the braking portions 41 to the connecting portion 44. Indeed, it is in this area that the braking portions 41 risk colliding with the longitudinal side surfaces 13 of the ski 10, when the braking device 1 switches from the braking position to the gliding position. The braking portions 41 of the arms 4 a and 4 b are not rectilinear but move apart from the plane P between the proximal end and the distal end 49 of the braking portions 41. Therefore, the proper functioning of the braking device 1, with respect to the passage of the arms 4 a and 4 b above the ski 10 between the braking position and the gliding position, is dependent upon the dimensioning of the transverse distance D.

The blades 3 a and 3 b are flat and coplanar; in other words, they do not overlap one another but extend in the same plane parallel to the upper surface 11 and to the sole 12 of the ski 10. This reduces the vertical space requirement of the device 1.

A first end 38 a or 38 b of each blade 3 a and 3 b comprises a hinge hole 380 a or 380 b cooperating with a pin 20 a or 20 b projecting from the plate 2 and extending upward along a vertical direction, i.e., along a direction perpendicular to the upper surface 11 of the ski when the plate is fixed on the ski. The hinge hole 380 a or 380 b and the pin 20 a or 20 b jointly form the rotational articulation of the corresponding blade 3 a or 3 b with the plate 2 about the axes Z3 a and Z3 b, respectively. The axes of rotation Z3 a and Z3 b are located on both sides of the plane P and therefore are distinct, i.e., non-aligned. The axes Z3 a and Z3 b are perpendicular to the upper surface 11 of the ski 10, to the sole 12 of the ski 10, and to the plate 2. Thus, the axes Z3 a and Z3 b are parallel and separated by a non-zero distance. Alternatively, they can be inclined in relation to a direction perpendicular to the upper surface 11 of the ski 10, to the sole 12 of the ski 10, and to the plate 2. The pins 20 a and 20 b translationally immobilize the blades 3 a and 3 b in relation to the support 2, because they make a pivot connection by cooperating with the hinge holes 380 a and 380 b of the blades 3 a and 3 b. The assembly of the pin 20 a or 20 b in the associated hinge hole 380 a or 380 b can be carried out using conventional clip-on fasteners.

The end 39 a or 39 b of each blade 3 a and 3 b is opposite the end 38 a or 38 b and comprises a connecting element 34 a or 34 b defining an internal housing which is open downward. Each connecting element 34 a or 34 b constitutes a jumper which is manufactured at the same time as the blade 3 a or 3 b with which it is unitary, by bending and cutting a metal sheet. It is therefore unitary with the rest of the blades 3 a and 3 b. The open portion of the element 34 a or 34 b is closed by a detachable half-bearing 37 a or 37 b. The connecting element 34 a or 34 b and corresponding half-bearing 37 a or 37 b jointly form, in the area of each blade 3 a and 3 b, the housing 340 a or 340 b having a longitudinal axis A34 a or A34 b, adapted to guide the corresponding branch 4 a or 4 b in transverse translation and in rotation, as shown for the blade 3 b and the arm 4 b in FIG. 1.

The end 38 b of the blade 3 b comprises a tooth 35 extending in the plane of the blade 3 b and transversely in the direction of the blade 3 a. The tooth 35 has the geometry of a gear tooth.

The end 38 a of the blade 3 a comprises a notch 36 open towards the blade 3 b. The notch 36 comprises a bottom and two lateral walls having a shape complementary to that of the lateral walls of the tooth 35, so as to form, with this tooth 35, an articulation that is similar to the meshing of two gears.

Thus, the blades 3 a and 3 b behave like two gears that are rotationally movable along the axes Z3 a and Z3 b, the tooth 35 constantly meshing with the notch 36. The tooth 35 abuts against the bottom of the notch 36. Regardless of the position of the assembly element 7, at least one of the lateral walls of the tooth 35 is in contact with the walls of the notch 36.

When the braking device 1 is assembled, the tooth 35 cooperates with the notch 36 so that a rotation of one of the blades 3 a or 3 b, in a first direction and about its axis of rotation Z3 a or Z3 b, causes the rotation of the other blade 3 b or 3 a in the opposite direction, about its axis of rotation Z3 a or Z3 b. This specific feature enables a fast and balanced adjustment of the spacing of the blades 3 a and 3 b, and therefore of the braking arms 4 a and 4 b. Indeed, the angular displacement of one blade 3 a or 3 b is thus automatically reflected on the other blade 3 b or 3 a, symmetrically in relation to the plane P.

The tooth 35 defines a transfer movement mechanism structured and arranged to cooperate with a complementary transfer movement mechanism formed by the notch 36. Alternative solutions are within the scope of the invention for transferring the movement of one blade 3 a, 3 b to the other blade 3 b, 3 a. For example, an embodiment can include two cylindrical portions in contact. The friction of one portion on the other enables transfer of the rotational movement of a blade.

To define the angular orientation of the blades 3 a and 3 b in relation to the plate 2, a longitudinal axis Y3 a or Y3 b, parallel to the upper surface 11 of the ski 10, is defined for each blade 3 a and 3 b. The axes Y3 a and Y3 b pass via the axis Z3 a or Z3 b, on the one hand, and via an axis Z34 a or Z34 b, on the other hand, which is parallel to the axis Z3 a or Z3 b and passes through the center of the housing 340 a or 340 b. The center of the housing 340 a or 340 b is considered in the middle of the housing 340 a or 340 b along the axis A34 a or A34 b.

An opening angle βa of the blade 3 a is defined and located between the axis Y3 a of the blade 3 a and the plane P. Similarly, an opening angle βb of the blade 3 b is defined and located between the axis Y3 b of the blade 3 b and the plane P.

Each blade 3 a and 3 b has a fixed angle α between its longitudinal axis Y3 a or Y3 b and the axis A34 a or A34 b of its connecting element 34 a or 34 b. The angle α is considered on the external lateral side of the ski 10 in relation to the axis Y3 a or Y3 b of the blade 3 a or 3 b, and on the side of the end 38 a or 38 b of the blade 3 a or 3 b, in relation to the axis A34 a or A34 b. The angle α is greater than 90°. The angle α is between 90° and 120°, in a particular embodiment, and between 95° and 105° in another.

Each blade 3 a and 3 b comprises three adjustment holes 31 a, 32 a, and 33 a, and 31 b, 32 b, and 33 b, respectively, provided over the length of the blade 3 a or 3 b, between the hinge hole 380 a or 380 b and the connecting element 34 a or 34 b. Each adjustment hole 31 a, 32 a, 33 a, 31 b, 32 b, and 33 b is oriented along a vertical direction, that is to say, along a direction perpendicular to the upper surface 11 of the ski, when the braking device is assembled on the ski. For each blade 3 a or 3 b, the hole 31 a or 31 b is the closest to the end 38 a or 38 b. The hole 33 a or 33 b is the closest to the end 39 a or 39 b, and the hole 32 a or 32 b is pierced between the holes 31 a and 33 a or between the holes 31 b and 33 b. As explained in more detail below, the adjustment holes 31 a to 33 a and 31 b to 33 b are provided to cooperate with the assembly element 7 so as to adjust the spacing of the arms 4 a and 4 b, perpendicular to the plane P.

Each blade 3 a and 3 b comprises three abutment surfaces 301 a, 302 a, and 303 a, or 301 b, 302 b, and 303 b, perpendicular to the axis A34 a or A34 b of its housing 340 a or 340 b. The abutment surfaces 301 a, 302 a, 301 b, and 302 b are formed by cutouts made in the blades 3 a and 3 b, and the abutment surfaces 303 a and 303 b are formed by a portion of the corresponding connecting element 34 a or 34 b.

The assembly element 7 comprises a T-shaped body 72, with a longitudinal arm 73 and a transverse arm 74. The body 72 is flat. In the assembled configuration of the device 1, the longitudinal arm 74 is parallel to the plane P, centered on the plane P and arranged beneath the strip 22.

The free ends of the transverse arm 74 are each equipped with a pin 75 a or 75 b adapted to cooperate with the adjustment holes 31 a, 32 a and 33 a, 31 b, 32 b, 33 b of the blades 3 a and 3 b. Each pin 75 a or 75 b projects from the assembly element 7 by extending upward along a vertical direction, that is to say, along a direction perpendicular to the upper surface 11 of the ski, when the braking device is assembled on the ski. The assembly of the pin 75 a or 75 b in an associated adjustment hole 31 a, 32 a, 33 a or 31 b, 32 b, 33 b can be achieved using conventional clip-on fasteners. The pins 75 a, 75 b form first mechanisms for indexing the angular position of the blades 3 a and 3 b in relation to the plate 2. The adjustment holes 31 a, 32 a, 33 a, 31 b, 32 b, 33 b form first complementary mechanisms for indexing the angular position of the blades 3 a and 3 b in relation to the plate 2.

Three position holding holes 76, 77, and 78 are provided along the longitudinal arm 73. Each position holding hole 76, 77, and 78 is oriented along a vertical direction, that is to say, along a direction perpendicular to the upper surface 11 of the ski, when the braking device is assembled on the ski. The hole 76 is the closest to the free end of the longitudinal arm 73 and the hole 78 is the closest to the transverse arm 74. The hole 77 is pierced between the holes 76 and 78. These retaining holes are provided to cooperate with the pin 23 of the plate 2. The assembly of the pin 23 in an associated position holding hole 76, 77, and 78 can be achieved using conventional clip-on fasteners. The pin 23 forms a second indexing mechanism. The position holding holes 76, 77, and 78 form second complementary indexing mechanisms.

The free end of the longitudinal arm 73 comprises two lateral extensions 79 a and 79 b extending perpendicular to the plane of the body 72. The free end of the lateral extensions 79 a and 79 b forms a lateral stop surface capable of cooperating with an abutment surface 301 a, 302 a, 303 a, 301 b, 302 b, 303 b. This contact between a lateral stop surface and an abutment surface improves the resistance of the device to lateral impacts and in particular contributes to retaining the pin 75 a, 75 b. Indeed, when an arm 4 a, 4 b is subject to a transverse impact toward the median portion of the ski 10, a transverse force resulting from the impact is transmitted to the corresponding blade 3 a, 3 b. In turn, the blade 3 a or 3 b transmits the transverse force in the area of the plate 2 via the assembly element 7. Without these lateral stop surfaces 79 a and 79 b, most of the transverse force would be transmitted in the area of the pin 75 a, 75 b, which would result in shearing it, and run the risk of breaking it. The presence of this contact makes it possible to distribute the force in two areas: in the area of the pin 75 a, 75 b and in the area of the contact between the lateral stop surface of the lateral extension 79 a or 79 b and the associated abutment surface 301 a, 302 a, 303 a, 301 b, 302 b, 303 b. The transverse force is then transmitted to the plate 2 via the pin 23.

In an alternative embodiment, there are no lateral extensions 79 a and 79 b. In this case, the lateral stop surfaces are defined directly by the edges of the longitudinal arm 73.

In FIGS. 2-7, the pallet 91, the spring 93 and the ski 10 are not shown.

In FIGS. 4 and 5, the device 1 is in a minimum spacing position of the arms 4 a and 4 b; in other words, the transverse distance D and the angles βa and βb are minimal.

In the minimum spacing position, the pins 75 a and 75 b of the assembly element 7 cooperate with the adjustment holes 31 a and 31 b of the blades 3 a and 3 b, respectively. The lateral extensions 79 a and 79 b of the assembly member 7 are in contact, or substantially in contact, with the abutment surfaces 301 a and 301 b of the blades 3 a and 3 b, a slight clearance or tightening being possible. The pin 23 of the plate 2 cooperates with the hole 76 of the longitudinal arm 73 of the assembly element 7, which helps to stabilize the angular position of the blades 3 a and 3 b in relation to the plate 2, especially when the device 1 is subject to vibrations or impacts.

In the minimum spacing position, D1 is the value of the transverse distance D, pal is the value of the angle βa, and βb1 is the value of the angle βb. In the minimum spacing position, the transverse distance D1 is equal to 80 mm. Due to the contact between the flanges 79 a and 79 b and the abutment surfaces 301 a and 301 b, the angles βa and βb are equal to one another. In the minimum spacing position, the angles βa1 and βb1 are equal to 7°.

In FIG. 6, the device 1 is shown in an intermediate spacing position.

In the intermediate spacing position, the pins 75 a and 75 b of the assembly element 7 cooperate with the adjustment holes 32 a and 32 b of the blades 3 a and 3 b, respectively. The lateral extensions 79 a and 79 b of the assembly element 7 are in contact, or substantially in contact, with the abutment surfaces 302 a and 302 b of the blades 3 a and 3 b, a slight clearance or tightening being possible. The pin 23 of the plate 2 cooperates with the hole 77 of the longitudinal arm 73 of the assembly element 7.

In the intermediate spacing position, D2 is the value of the transverse distance D, βa2 is the value of the angle βa, and βb2 is the value of the angle βb. In the intermediate spacing position, the transverse distance D2 is equal to 90 mm and the angles βa2 and βb2 are equal to 10°. The angles βa2, βb2 and the transverse distance D2 are greater than the angles βa1, βb1 and the transverse distance D1, respectively.

In FIG. 7, the device 1 is shown in a maximum spacing position.

In the maximum spacing position, the pins 75 a and 75 b of the assembly element 7 cooperate with the adjustment holes 33 a and 33 b of the blades 3 a and 3 b, respectively. The lateral extensions 79 a and 79 b of the assembly element 7 are in contact, or substantially in contact, with the abutment surfaces 303 a and 303 b of the blades 3 a and 3 b, a slight clearance or tightening being possible. The pin 23 of the plate 2 cooperates with the hole 78 of the longitudinal arm 73 of the assembly element 7.

In the maximum spacing position, D3 is the value of the transverse distance D, βa3 is the value of the angle βa, and βb3 is the value of the angle βb. In the maximum spacing position, the transverse distance D3 is equal to 100 mm and the angles βa3 and βb3 are equal to 14°. The angles βa3, βb3 and the transverse distance D3 are greater than the angles βa1, βb1, βa2, βb2 and the transverse distances D1 and D2, respectively.

The transverse distance D varies depending upon the angular position of the blades 3 a and 3 b around their respective axes of rotation Z3 a and Z3 b.

The design of the device 1 enables the use of arms 4 a and 4 b having standard dimensions, which do not need to be modified in order to adapt the device 1 to the width of the ski 10, on which the device 1 is mounted. Similarly, therefore, the drive device 9 does not need to be modified as a function of the width of the ski 10.

In an alternative embodiment, not shown, the arms 4 a and 4 b are bipartite. In other words, the braking portion 41 can be separate from the drive portion 45. This makes it possible to only replace the portion 41 or 45 of the damaged arm 4 a or 4 b, when broken. Moreover, the operator can dismount the braking portion from the arms 4 a and 4 b, which facilitates the waxing operation. Indeed, the arms 4 a and 4 b are relatively close to the sole 12 of the ski 10, which may hinder the operator wishing to wax the sole 12.

The values of the angles α, βa, βb and of the transverse distance D are given by way of example. Other values can be considered. For example, the angles βa, βb of the various configurations can be further reduced by modifying the arrangement of the components of the braking device 1. To this end, a solution might be to space the pins 20 a, 20 b apart, that is to say, to increase the center distance between Z3 a and Z3 b.

The increment between two spacing positions can be carried out so as to modify the transverse distance D by 10 mm between each spacing position.

Similarly, the progression of the angle βa or βb between two spacing positions can be on the order of 6°+/−1°.

Other indexing mechanisms are also within the scope of the invention for positioning the blades 3 a and 3 b, the assembly element 7 and the plate 2, with respect to one another. Such mechanisms could be use notches, screws, etc.

The assembly element 7 is optional, as the plate 2 can directly integrate mechanisms for positioning the blades 3 a and 3 b in various configurations.

In an alternative embodiment, the blades 3 a and 3 b do not have a rectilinear or elongated shape. In this case, the axes Y3 a and Y3 b are not longitudinal axes and are defined in the same fashion as the axes Y3 a and Y3 b described above. In other words, each axis Y3 a and Y3 b passes through the axis of rotation Z3 a or Z3 b and through the center of the housing 340 a or 340 b of the corresponding blade 3 a or 3 b.

In addition, within the scope of the invention, the technical characteristics of the alternative embodiments described can be combined, at least partially.

The invention relates also to a binding device, for binding a boot to a gliding board, or ski, incorporating a braking device, as defined above, and/or to a gliding board or a ski equipped with such a braking device. As examples of bindings and skis incorporating a braking device, reference is made to US 2001/0048213-A1 and US 2009/0033064-A1, the disclosures of both of which are hereby incorporated by reference thereto in their entireties. As shown and described therein, the braking device can be mounted onto the binding and the binding mounted on the gliding board.

The invention disclosed herein by way of exemplary embodiments suitably may be practiced in the absence of any element or structure which is not specifically disclosed herein. 

1. A braking device for gliding board, comprising: a plate adapted to be fixed on an upper surface of the gliding board; two braking aims movable between a gliding position and a braking position; two flanges each guiding a braking arm; the two flanges being rotationally movable in relation to the plate about separate axes of rotation.
 2. A braking device according to claim 1, wherein: the axes of rotation of the flanges are substantially perpendicular to the upper surface of the gliding board in the assembled configuration of the braking device on the gliding board.
 3. A braking device according to claim 1, further comprising: a removable assembly element structured and arranged to rotationally lock the two flanges in relation to the plate in at least one assembly position.
 4. A braking device according to claim 1, wherein: the braking arms are guided by the flanges, so that a transverse distance between the arms in the braking position, measured perpendicular to a longitudinal median plane of the braking device, varies depending upon the angular position of the flanges around their respective axes of rotation.
 5. A braking device according to claim 1, wherein: the flanges are coplanar blades.
 6. A braking device according to claim 3, wherein: the assembly element comprises at least two first indexing mechanisms structured and arranged to cooperate respectively with at least one first complementary indexing mechanism arranged on each flange when the braking device is in the assembled configuration.
 7. A braking device according to claim 3, wherein: the assembly element comprises at least one second indexing mechanism structured and arranged to cooperate with at least one second complementary indexing means arranged on the plate when the braking device is in the assembled configuration.
 8. A braking device according to claim 1, wherein: a first flange of the two flanges comprises a movement transfer mechanism; a second flange of the two flanges comprises a complementary movement transfer mechanism; the movement transfer mechanism cooperates with the complementary movement transfer mechanism when the braking device is assembled, so that rotation in a direction of the first flange about a respective axis of rotation causes rotation in an opposite direction of the second flange about a respective axis of rotation.
 9. A braking device according to claim 3, wherein: the assembly element comprises at least two lateral stop surfaces arranged on respective ones of both sides of a center line; each of the two flanges comprises at least one abutment surface arranged to be opposite a lateral stop surface in at least one assembly position of the assembly element.
 10. A braking device according to claim 1, wherein: in an assembly position of the assembly element, a lateral stop surface and an abutment surface of a corresponding flange are generally in contact.
 11. An assembly comprising: a binding for binding a boot to a gliding board; a braking device for the gliding board, the braking device comprising: a plate adapted to be fixed on an upper surface of the gliding board; two braking arms movable between a gliding position and a braking position; two flanges each guiding a braking arm; the two flanges being rotationally movable in relation to the plate about separate axes of rotation.
 12. An assembly comprising: a gliding board; a braking device for the gliding board, the braking device comprising: a plate adapted to be fixed on an upper surface of the gliding board; two braking arms movable between a gliding position and a braking position; two flanges each guiding a braking arm; the two flanges being rotationally movable in relation to the plate about separate axes of rotation.
 13. An assembly according to claim 12, further comprising: a binding for binding a boot to the gliding board. 